WEBVTT Kind: captions; Language: en

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For him, it was the dream and
the culmination of a lifetime.

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His name was Joseph Strauss.

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His title, Chief Engineer,
Golden Gate Bridge and Highway District.

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Joseph Strauss is the man who led a corps
of creative engineers and a legion of

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rugged men in designing and
building the Golden Gate Bridge.

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Music Few people remember today, but for
15 years before the steel was formed for

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the Golden Gate Bridge,
it was regarded by many as the bridge

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that could not be built.

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In 1918, the city engineer of San Francisco
approached Joseph Strauss, then the

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consulting engineer with a long list
of bridge contracts to his credit.

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The city engineer asked if a bridge
could be built across the Golden Gate

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at a reasonable cost.

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After three years of study,
Strauss replied that it could for $27 million.

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This was in 1921.
Such a bridge was an obvious need.

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San Francisco Bay formed a 50-mile
long barrier to highway traffic

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in the San Francisco area.

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And the entrance from the sea,
known as the Golden Gate, separated the growing

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city on the south from the lightly
populated and excellent recreation

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areas of Marin County.

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While a bridge was an obvious need,
it was not an obvious possibility.

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The challenge was not to bridge a river
or a valley, but an arm of the ocean.

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The proposed bridge was this one,
impressive in its

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simplicity, modern in its concept.

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The center span from tower to tower
would be 4,200 feet long, the longest

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ever attempted in that time.

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The side spans would each be 1,125 feet long.

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The roadway would be some 250 feet
above the choppy waters of the bay.

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That was how matters stood in 1921.
11 years of stormy controversy followed.

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The opponents raised many objections.
Some said the

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bridge couldn't possibly be built.

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Other critics said the bridge would cost
an exorbitant sum, almost $100 million.

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And to a city that remembered a disastrous
earthquake, there was an ominous note.

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The bridge would be only a few
miles from the San Andreas Fault.

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The battle was fought vigorously in the
courts and in the newspaper columns.

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But the dreamers and the builders won out.

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Construction began officially on January 5,
1933.

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The film you're about to see is old,
but these flickering scenes still portray

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the story of building this great bridge.

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In the fabricating shops of the
Bethlehem Steel Company at Potts Town in

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Steelton, Pennsylvania,
the fabrication work begins.

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Bethlehem, the major contractor,
will build the steel towers and

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suspended span of the bridge.

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Huge sections formed and temporarily
assembled at the shops are

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disassembled and shipped by
rail to the Philadelphia docks.

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It takes miles of railroad cars
to carry the steel for the

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towers and suspended spans.

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At Philadelphia, the sections are loaded
aboard ships of Bethlehem's Cal Mar Line

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for the long trip to San Francisco
by way of the Panama Canal.

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And finally,
through the Golden Gate into San Francisco Bay.

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The steel work is unloaded at
Bethlehem's facilities at Alameda

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across the bay from San Francisco.

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Here, the sections of the bridge
are stored to be shipped out to the

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construction site in sequence.

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Fabricating the steel work and transporting
it to Alameda will extend over a

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period of almost four years.

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This scene was taken during
the erection of the roadway.

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These members are only a fraction of
the nearly 70,000 tons of steel that

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Bethlehem fabricated for the bridge.

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At the Golden Gate, construction begins
with a marin pier, which is built on

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bedrock on the north shore,
the work being protected by

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a sheet-piling coffer dam.

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When the last of the concrete has been
poured on the north pier, its surface

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is ground to a true plane.

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This is to ensure that the steel
superstructure will start true and plumb.

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The surface is made plain to within
less than one-thirty-second of an inch.

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The towers, which will be erected on each pier,
are identical. 702 feet of steel

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rising to an elevation of
746 feet above sea level.

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Two legs joined together by six cross braces.

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The legs are 90 feet apart on centers.

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Clearance between the legs at
deck level is 60 feet, the width

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of the six-lane roadway.

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When the bridge is completed, there will
be no other structure this tall between

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San Francisco and New York City.

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First step in erecting the north tower is
the assembly of the erection traveler,

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which will climb upwards between the
legs of the tower, building as it goes.

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When the traveler derricks are ready,
the five-inch thick steel base plates are

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placed by precise measurement.

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The steel sections arrive on
a carefully planned schedule.

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At this time, Bethlehem's fabricated
steel construction division is known as

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the McClintock Marshall Corporation.

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Moving the steel from storage at
Alameda to the bridge site is a

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sizable effort in logistics.

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The distance is five miles across
the open water of the bay.

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The obstacles to navigation are wind,
tide, storm, and the

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famous San Francisco farm.

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To avoid delays in erection whenever bad
weather prevents deliveries, a small

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storage area is prepared at the
tower site to hold enough materials

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for several days' work.

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The lowermost sections of the tower are
anchored to vertical steel angles, which

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have their roots 53 feet below
the surface of the pier.

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These angles are pre-stressed before
riveting to the tower legs, so they will

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exert a downward pull on the tower,
a safeguard against the stresses

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of wind and earthquake.

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As the year 1933 unfolds, the Marin
Tower climbs toward the roadway level.

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Even in this early stage, there appears
the beauty of line that will make the

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Golden Gate Bridge famous.

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As the erection traveler raises itself
on the lower tower sections, its spider

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-like shape stands out against the water.

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Each of its two electric-powered stiff-leg
derricks is rated at 85 tons, about

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the weight of the heaviest tower section.
The booms are 90 feet long.

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Once the traveler clears the pier by a
sufficient margin, the workmen begin

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erection of the first diagonal brace,
and so the technique of building the tower

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proves its workability.

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As the tower progresses upward,
the traveler erects the tower legs, then raises

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itself and builds the braces behind it.

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Each time the traveler is raised,
its weight must first be shifted to cat heads

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placed atop the tower legs.

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Then the four plungers which support the
traveler are withdrawn from reinforced

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slots in the tower legs.

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The traveler, moving upwards in
about 10 minutes, gains another

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40 feet of headway on the towers.

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One red-hot rivet coming

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up,
special delivery to men working by the light of

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miners' laps inside the tower.

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The riveters work on double-platform
scaffolding, driving simultaneously

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on several levels.

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Six hundred thousand field rivets will be
needed to complete each of the towers.

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One writer will later describe the
towers of the Golden Gate Bridge

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as, rivetters' paradise.

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And so the work continues, and a new form
rises against the sky in the beautiful

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Bay Area, a form which fits well in a
land of massive hills and spans of water,

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but which dwarfs the men who are building it.

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In time, the only practical way up and
down this open skyscraper is by elevator,

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and it's a sensational ride.

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By 1934, the legs of the North Tower
are some 500 feet above the water,

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about 50 stories high.

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From bottom to top, the cellular principle
of construction remains the same,

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plates of steel riveted to angles,
forming a beehive of cells.

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This construction principle creates
a maze of passages in which men will

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occasionally become lost for short periods,
but it is a principle which helps

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explain the immense strength of the two towers.

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As the year 1934 unfolds,
a bold silhouette rises above the Golden Gate.

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The horizontal cross-strucks above the
roadway level will help the tower legs act

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as a unit in resisting lateral forces.

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For the top of each tower leg,
there is a massive cable saddle,

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cast at Bethlehem, Pennsylvania.

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Each saddle is a three-piece steel casting.
They are mounted on rollers to allow

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movement during erection of the span.
Later, they will be fixed in position.

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Placing the cable saddles in November 1934
essentially completes the North Tower.

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However, long before the first tower
reaches completion, workmen across the bay

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begin building the second concrete pier
for the South San Francisco Tower.

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The San Francisco pier and fender wall
were built 1,125 feet offshore in

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100 feet of rushing tidewater,
silencing the critics who regarded this as

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the Achilles heel of the bridge.

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But the work didn't go without incident.
A steamer groping in the fog demolished

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400 feet of the trestle,
which led from the shore to the pier site.

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The trestle was rebuilt. Later,
a storm took out 800 feet of it. At such times,

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the people who said the
bridge couldn't be built

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sounded as if they might be right.

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But a new trestle went up,
and the work continued.

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All things considered, this pier and
fender wall represent one of the most

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difficult underwater construction feats
ever attempted. The pier was successfully

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completed in January of 1935.
It took about a year and a half.

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On January 10, 1935, the San Francisco
Tower is begun. The traveler, Derek,

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lowered from the North Tower,
is reassembled on the second pier and

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begins another climb skyward.

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As the tower progresses upward,
Kalmar Line ships continue their deliveries of

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fabricated steel work to Alameda.

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The pattern of erecting the San
Francisco Tower is the same as that used

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in building the Marin Tower.

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The San Francisco Tower is
completed by late June, 104 days

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ahead of schedule.

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On November 11, 1935, the task of spinning
the two great cables is begun. From

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then on, the Golden Gate is
steadily bridged wire by wire.

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The workmen of the cable contractor stitch
the north and south shores together

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with 80,000 miles of wire.

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Each wire measures just under one-fifth
of an inch in diameter, slightly

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smaller than a lead pencil.

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Spinning carriages shuttle from Anchorage
to Mid-Span, playing out as many as

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six wires on each trip.

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The cables, when completed, will weigh
22,000 tons apiece. It's interesting to

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note that each cable weighs
approximately as much as each tower.

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The wires, 27,572 of them per cable,
build up to a compacted

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cable slightly over three feet in diameter.

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Later, as the roadway takes shape,
the cables will be wrapped with galvanized

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wire and painted to protect
them against the elements.

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The spinning of the cables is completed
in May of 1936. Bethlehem, builder of the

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towers,
begins erecting the suspended span on June 18.

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The engineering problems in erecting the
roadway were challenging. The main span

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was the longest ever attempted,
4,200 feet from tower to tower, with side spans

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of 1,125 feet.

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As every engineer knows, there was the
delicate problem of making sure that the

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two sections of roadway moving out from
each tower would meet at the center

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within exacting tolerances.

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The entire span would be constructed
from elementary structural forms.

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The stiffening truss panels would consist
of top and bottom cords, diagonals,

00:17:26.000 --> 00:17:28.000
and verticals.

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The verticals are spaced at 25-foot intervals.
Suspender strands occur

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at every other vertical.
The truss measures 28 feet deep.

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The roadway floor beams are 8-and-a-half
feet deep, 87 feet long, and weigh, on

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the average, 23 tons each. Generally speaking,
the floor beams occur at each

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vertical in the stiffening trusses.

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The summer of 1936 sees the first three
panels erected by cantilevering each way

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from the towers.
Chicago booms at the roadway level

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handle the steel for this work.

00:18:27.000 --> 00:18:32.001
One of the unique features of JAB is
the emphasis placed on safety. As the

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roadway moves outward from each tower,
a manila rope safety net is introduced.

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Assembled first at water level,
the net and its frame are lifted to

00:18:43.000 --> 00:18:45.000
position beneath the span.

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As the erection proceeds,
additional sections of net will be

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positioned, always in advance of the workman.
Eventually, the net will extend

00:19:00.000 --> 00:19:01.001
the entire length of the bridge.

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Also, the net reaches some 10 feet beyond
the width of the span on each side.

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As the erection proceeds, the first three
panels of roadway are planked over.

00:19:17.001 --> 00:19:22.000
The steel work is delivered from alameda
to the base of the towers, then hoisted

00:19:22.000 --> 00:19:23.001
to this planked over area.

00:19:24.000 --> 00:19:29.000
From there, the steel members move out
on a buggy to the point of construction.

00:19:33.000 --> 00:19:39.001
After the first three panels are planked over,
the

00:19:39.001 --> 00:19:43.000
balance of the span erection is
handled by traveler derricks.

00:19:44.000 --> 00:19:48.000
In the erection of the trusses,
two 25-foot panels are cantilevered

00:19:48.000 --> 00:19:50.001
forward, assembled piece by piece.

00:19:52.000 --> 00:19:56.001
The first vertical is joined
to the projecting bottom cord.

00:20:00.000 --> 00:20:06.001
The diagonals are then

00:20:06.001 --> 00:20:09.000
erected, followed by the top cord.

00:20:28.000 --> 00:20:33.001
And so the span progresses, moving out,
truss by truss, in four directions to

00:20:33.001 --> 00:20:36.000
maintain equal loading on
the cables and towers.

00:20:39.000 --> 00:20:43.000
When each set of two truss panels
is connected to the suspenders, the

00:20:43.000 --> 00:20:45.000
floor beams are swung into place.

00:20:45.001 --> 00:20:50.000
These will be followed by reinforcing
laterals and some of the roadway stringers.

00:21:02.001 --> 00:21:07.001
The net proves to be a success.
It saves 19 lives.

00:21:10.000 --> 00:21:14.000
There are many special provisions for
the safety of the men during erection.

00:21:14.001 --> 00:21:20.000
For example, for protection against head
injuries, the workmen wear hard hats.

00:21:23.000 --> 00:21:27.000
And whenever they can work with
limited movement, the men use safety

00:21:27.000 --> 00:21:28.001
belts with tie-off lines.

00:21:40.001 --> 00:21:46.001
By fall of 1936, residents of San Francisco
are treated to the side of a span

00:21:46.001 --> 00:21:51.000
which moves steadily closer to the
day when the two halves will meet.

00:21:54.000 --> 00:22:00.001
The partial loading of cables and towers
gives the span an unnatural curvature.

00:22:01.000 --> 00:22:04.000
It looks as though the main
span will meet at a peak.

00:22:04.001 --> 00:22:09.000
Bethlehem and the cable contractor
work together to control the cable

00:22:09.000 --> 00:22:11.000
curvature and saddle movements.

00:22:22.001 --> 00:22:29.001
Soon, the erection gangs on the

00:22:29.001 --> 00:22:32.000
main span are within hailing distance.

00:22:32.001 --> 00:22:35.000
Then, the safety nets meet.

00:22:39.000 --> 00:22:46.000
Finally, on November 18, 1936,
the closing members are lowered

00:22:46.000 --> 00:22:49.001
into place. The Golden Gate is bridged.

00:22:55.000 --> 00:23:01.000
For Chief Engineer Joseph Strauss and for
every engineer who has contributed to

00:23:01.000 --> 00:23:06.001
the work, this is a day of realization,
the type of day which fulfills the life

00:23:06.001 --> 00:23:12.000
of an engineer, first as a dream,
then as a magnificent accomplishment.

00:23:24.001 --> 00:23:30.001
But the job is far from over.
Painters apply the final coat, a special color

00:23:30.001 --> 00:23:34.000
prepared for this bridge,
International Orange by name.

00:23:44.000 --> 00:23:49.000
The buggies bring out fabricated sections
for the sidewalks and railings. These

00:23:49.000 --> 00:23:53.000
items, on the balance of the roadway stringers,
are erected as the traveler

00:23:53.000 --> 00:23:55.001
derricks work their way back to the towers.

00:23:57.001 --> 00:24:03.000
Bethlehem Steel's role in building the
bridge is coming to an end, a role that

00:24:03.000 --> 00:24:09.000
involved the fabrication and erection
of close to 70,000 tons of steel work.

00:24:10.000 --> 00:24:14.001
When the derricks and other structural
tools are removed, the paving contractor

00:24:14.001 --> 00:24:18.000
installs and wells the reinforcing
steel for the concrete roadway.

00:24:21.001 --> 00:24:25.001
This web of steel will transmit
traffic loads to the stringers.

00:24:53.001 --> 00:24:57.001
Fogg makes one of its regular visits as
the finishing touches are added to the

00:24:57.001 --> 00:25:01.000
bridge, creating a strange kind of beauty.

00:25:07.001 --> 00:25:14.000
And so the work is completed. The bridge
that pessimists said could not be built

00:25:14.000 --> 00:25:15.001
has been built.

00:25:17.001 --> 00:25:24.000
May 28, 1937. Opening day.

00:25:24.000 --> 00:25:30.000
[...]

00:25:37.001 --> 00:25:43.000
newspaper accounts vary on the amount of
celebrating done by San Francisco. Some

00:25:43.000 --> 00:25:49.000
say four days, some say a week.
It was a celebration worthy of the bridge.

00:25:51.001 --> 00:25:57.001
The fact that men who never saw a blueprint
or drove a rivet were so deeply proud

00:25:57.001 --> 00:26:01.001
of the accomplishment proved that
all men are builders at heart,

00:26:02.001 --> 00:26:04.000
conquerors of the impossible.

00:26:04.001 --> 00:26:10.001
But some men, the engineers,
earn and cherish the privilege of doing the

00:26:10.001 --> 00:26:17.001
dreaming, the planning, the building.
It was such men who designed and

00:26:17.001 --> 00:26:20.000
built the Golden Gate Bridge.

00:26:34.000 --> 00:26:38.001
[...]